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Originally Posted by Bucking Bar
(Post 1529534)
Am I the only one that finds this amusing?
SH_T Can I buy a vowel and solve the puzzle? I mean, if my elevator controls were frozen, that would probably be my first response. After all if the trim senses a load it could potentially inhibit the main electric trim and that would be a lot of cranking ... the stab trim override switch is a very dusty switch. But there's quite a lot about that story that makes little sense. I mean the autopilot kicks off in the 737 pretty easily and several triggers, chief among them 207 pounds of control column force, should have done the trick. One wonders about their background. Were they former Airbus pilots and afraid to turn off the AP? Having flown both Boeing and Airbus, the first thing I would have done was turn off the AP and flown it. If it was Fifi, I would have started typing. (Note to self: You never know what the crazy biatch is going to do.) |
Originally Posted by 80ktsClamp
(Post 1529548)
I forgot what it was like to fly an airplane where the air conditioning wasn't just set and forget. Thanks for reminding me. :)
I flew a trip with pack man... I'm horrible with names, but for some reason his name rattled some bell deep in the dusty recesses of my less than optimally used mind. After a couple legs, I put two and two together and realized I had gotten a trip with the legendary pack man. He was a nice enough guy... However, I can see how he drove guys crazy. He ate stinky food that his wife made for him to bring on the trip, and when I went to "pre cool the cabin" for the descent (almost forgot about having to do that now that I fly an airplane that actually supplies airflow to the cabin when the engines are at idle), he about lost it on my technique (the LCA's had already outlawed his dissertation being handed out). He had an awful time discerning between technique and procedure. After a lecture on me utilizing idle reverse on my previous landing (on a 12,000 foot long runway) vice what the FCTM recommends on going to the second detent, I asked him if the FCTM was procedure or technique. "well, that's a company manual, so it must be followed to the letter." (sigh) That 3-day felt like a 5 day... This is what I brief: Complacency used to be a problem. Now I just don't care. |
I hope all you guys are wearing ugly sweaters, drinking too much, prepared for family dysfunction and overeating.
IOW Happy Thanksgiving. |
Originally Posted by Carl Spackler
(Post 1529581)
Happy Thanksgiving to my Delta bruddas and sisters.
Eat well and fly safe. Carl |
Originally Posted by 80ktsClamp
(Post 1529548)
I forgot what it was like to fly an airplane where the air conditioning wasn't just set and forget. Thanks for reminding me. :)
I flew a trip with pack man... I'm horrible with names, but for some reason his name rattled some bell deep in the dusty recesses of my less than optimally used mind. After a couple legs, I put two and two together and realized I had gotten a trip with the legendary pack man. He was a nice enough guy... However, I can see how he drove guys crazy. He ate stinky food that his wife made for him to bring on the trip, and when I went to "pre cool the cabin" for the descent (almost forgot about having to do that now that I fly an airplane that actually supplies airflow to the cabin when the engines are at idle), he about lost it on my technique (the LCA's had already outlawed his dissertation being handed out). He had an awful time discerning between technique and procedure. After a lecture on me utilizing idle reverse on my previous landing (on a 12,000 foot long runway) vice what the FCTM recommends on going to the second detent, I asked him if the FCTM was procedure or technique. "well, that's a company manual, so it must be followed to the letter." (sigh) That 3-day felt like a 5 day... I wonder what some guy sitting in a cube somewhere thinks when he sees 50% of the F/O's have a particular captain on their no-fly list?? And another 49% don't know about him. |
Originally Posted by scambo1
(Post 1529590)
I hope all you guys are wearing ugly sweaters, drinking too much, prepared for family dysfunction and overeating.
IOW Happy Thanksgiving. Ricky Bobby: Dear Lord baby Jesus, we thank you so much for this bountiful harvest of Dominos, KFC, and the always delicious Taco Bell. I just want to take time to say thank you for my family. My two sons, Walker, and Texas Ranger, or TR as we call him. And of course my red hot smokin' wife Carley, who is a stone cold fox. |
Originally Posted by Scoop
(Post 1529537)
ALV+15 is a concession, albeit a minor one. We really got taken to the cleaners on the 30 day summer months. This not only affects every Pilot, ALV+15 affects only reserves, but was also targeted our most limiting months manning wise.
Just my 2 cents - Scoop |
Originally Posted by Scoop
(Post 1529535)
Finis72,
I am obviously worse at math than you because I don't understand your logic. You are making the 2% correction only in 2012 - the reduction in profit sharing occurs every year. Scoop :confused: The 2% "raise" compunds on the '14 pay chart. 2013 without PS swap $100/hr+6.5%+15%ps (~$6k easy math)= $106,500+$6k=$112,500 2013 with PS swap $100/hr+8.5%+10%ps(~$4k)= $108,500+$4k= $112,500 2014 without Swap: 106.5/hr+3%+15%ps($6150)= 109,690+6,150= $115,840 2014 with swap 108.5/hr+3%+10%ps($4180)= 111,750+4180= $115,930 (Based on 1,000 pay hours per year, PS increases slightly differently because with 8.5% raises pilots have a larger increase in the total of the employee pay pool than other groups esp. When we got 12.84 and the rest only got 4%) So it's essentially a wash for the first couple years but the rate compounding starts to have an effect into the future. I'll take hard rates in exchange for the other 0-2.5B profit sharing in a heartbeat. I'll keep the 2.5-up portion though.. |
Originally Posted by The Cavalier
(Post 1529663)
Apparently you are completely ignoring the staffing implications of ALV+15. To say that it only affects reserves is short sighted. Less pilots to cover more flying means thinner staffed categories, less hiring, less % in category, less green slips, etc.
Cavalier, I am not ignoring anything, I said ALV+15 was a concession. But I repeat, ALV+15 only affects reserves. I agree this affects staffing overall, but only as far as it impacts reserve staffing, or about 15-20% of DAL Pilots. Out of that % how many have been flown to ALV+15? I have no idea but even if is 25% of reserve Pilots ( I think its a lot less) fly to ALV+15 you are talking about a small number of Pilots. One more thing, reserve staffing requirements are very complicated. Reserves are always short on holidays and weekends and unless they fall in the last week of the month ALV+15 does not really help the company on these days. On the other hand by making the summer months only 30 days every single DAL Pilot, block holder and reserve, just became 3.3% more productive in our most limiting months. Now which do you think is a bigger concession? A change that can affect up to about 15-20% of our Pilots, or a change that does affect 100% of our pilots? ALV+15 is indeed a concession, but I think its minor. Is this really fair to the few guys who do get hosed and fly to ALV+15? No. To them its a PITA and a burden. But if your concern is Pilot staffing, hiring, green slips etc, the 30 day summer months is the 800 lb gorilla in the room. This is a simplification but 11,500 X.033 = 380 less Pilots needed at Delta. My personal opinion is that since we are making record profits we should not be taking any concessions. I am looking forward to all gains in C2016! Finally, to paraphrase George Orwell: All concessions blow, but some concessions blow more than others. Scoop :) |
Originally Posted by johnso29
(Post 1529464)
True. But they don't get cancellation pay. So I'm thinking holiday doesn't make up the difference.
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